Fuel-supply-valve mechanism for internal-combustion engines.



J. HAUG. FUEL SUPPLY VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLIGATION FILED FEB. 26, 1912. I 1,070,032, Patented Aug. 12, 1913.

INVENTOR WITNESSES 1' 11, Mad @zz JOHN Place, or BERKELEY, cam-01mm.

s ecmcatmwraeners Patent.

' Patented Aug. 12,1913.

Application filed February 26, mm. Serial the. 029,885.

To all whom it may concern Be it known that I, JOHN HAUG, a citizen of the United States, residing at Berkeley, in the county of Alameda and tdtate of California, have invented new and useful Improvements in F-ucl-Supply-Valve Mechanism for Internal-Combustion Engines, of which the following is a specification.

The present invention relates to an improvement in the means for supplying fuel to internal combustion engines, by which not only is the fuel supplied to the fuel valve of the working cylinder at precisely the same time at which it 'is admitted by said valve into'said cylinder, and the quantity of fuel supplied to said fuel valve can be readily varied as rest.

In the accompanying drawing, Figure 1 is a side view of a cylinder of a two-cycle double-acting internal-combustion engine, showing, partly in section, the fuel supply device; Fig. 2 is a detail sectional view of the fuel pump for the upper valve; Fig. 3 is.

a similar view of the fuel pump for the lower valve. 1

Referring to the drawing, 1 indicates a cylinder supported by a standard 3 and columns 2, one only being here shown, and having "an exhaust pipe 1, and a piston rod 5. The cylinder cover 6 at each end is provided with a fuel valve 7, of which the valve spindle 8 is actuated by a bell crank lever 9, connected to a rod 10. Said rods 10 are oper-. ated by a cam 11 on the usual cam shaft 12, but they can, by means of arms 13 extending from a rock shaft 1 1, be shifted into a position, shown in dotted lines in Fig.1, so as to be out of operative relation with the cam 11, the cam shaft.12 being, in this position, free to be moved endwise for the purpose of bringing other cams on the cam shaft into operative relation with the rods 10 for reversing the motion of the engine, as ex plained in the specification of my application for U. S. patent filed Dec. 21, 1911, Serial Number 667,095. That arm of each bellcrank lever 9 to which is connected the corresponding rod 10 is extended beyond said connection, and the outer end 15 of said extended portion is connected by a link 16 to one end of a lever 17 of the first order, fulcrumed in a manner to be presently described, the other end of which is connected to the outer end of a small plunger 18 adapt desired, but also the fuel valves can. be supplied with fuel when the englne islat valves is in its inoperative posltion, as

' ward the plungers ed to reciprocate in a pump body 19, as shown in detail in Figs. 2 and 3, Fig. 2 in (heating a pump body suitable for the upper fuel valve, and Fig. 3 that for the lower fuel valve. These pump bodies are fitted with the usual suction and discharge passages and valves, as shown, and, by the movement of the plungers 18, the fuel is forced into the fuel valves 7 through the passages 20. Thus, whether the valve gear is set forgoing ahead or 'astern, by reason of the fact that the supply plungers 18 are actuated by means of the same mechanism as the fuel valves 7, the fuel oil is forced into the fuel valve at the same moment that the fuel valve is opened for injecting the fuel into the cylinder. Also it will be seen that, when the mechanism for operatingthefuel shown in dotted lines in Fig. 1, then the pumps are also rendered inoperative.

In order that the lengths of the strokes of the plungers 18 may be varied, the levers 17 each pass through a tube or bushing 21 which is pivotally connected to oneend of a rod 22, the other end of which is pivoted upon the fuel valve casing. These rods 22 are oscillated on their stationary pivots by means of links 23, each connected at one end to an end of the rod 22, the other end being connected to an arm 24 of a bell crank lever, other arms 25 of which levers are connected together by a link 26, and the lower lever having also a third arm 33 connected to one end of a link 27 the other end of which is connected to a hand lever 28 pivoted in a convenient position for operation by hand, and provided with a quadrant and clamp of the usual construction. In the position shown in Fig. 1, the plun ers 18 are permitted their maximum st-ro es, but by moving the hand lever 28 into the extreme opposite position, the tubes 21 are moved to- 18, so that the latter are then permitted only their minimum strokes. Any intermediate position of the hand lever will cause a corresponding change to be made inthe lengths of the strokes of the plungers 18, thus changing the rate of supply of fuel oil accordingly.

. 29 indicates a small fuel oil tank placed in a convenient position, which is fed by a fuel pump, not shown, of any ordinary construction, arranged to supply fuel oil somewhat in excess of requirements, an overflow pipe 30 returning any surplus to the fuel bunkers and thus maintaining the oil always at the same level. A small pipe 31 conducts a supply of fuel from the" tank 29 to the fuel regulating pumps 19.

By connecting the hand lever 28 with a suitably geared governor, the regulation of the fuel oil supply can be made automatic as will be well understood by any one skilled in the art.

When the engine is at rest, the fuel valves can be charged with fuel oil by vibrating the hand lever 28, for this movement produces corresponding vibrations of the links 22, and oscillating movements of the tubes 21, in arcs of circles about thepivotal supports of the links 22 as centers. Since the links 17 do not extend from the ends of the links 16 in said circular arcs, such oscillating movements of the tubes 21 will produce slight oscillating movements of thelinks 17 about their pivotal supports on the links 16, that is, will produce reciprocating movements of the plungers 18. In this way the fuel valves can be charged by hand with der, valve levers therefor, and means for actuating said valve levers from said cam shaft, pumps arranged respectively to pump fuel oil to said valves, pump levers therefor, 3.00111166111011 between each of said valve levers and the corresponding pump lever whereby they operate in unison, slidable fulcra for said pump, levers, and means whereby said fulcra may be simultaneously adjusted to vary the amplitude of movement of the pump levers.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

JOHN HAUG. Witnesses: FRANCIS M.- WRIGHT, D. B. RICHARDS. 

